Moderator: Community Manager
[Post Reply] [*]  Page 1 of 2  [ 18 posts ]  Go to page 1 2 »
Author Message
armyco
Post subject: Very old alternate stuffPosted: January 25th, 2021, 11:11 pm
Offline
User avatar
Posts: 74
Joined: October 28th, 2020, 4:54 pm
Location: Russia
Here, for fun, I will post some alternate stuff which I drew in the 1980s-90s and now transfer it to the Bucket formats. They will concern two timeframes: the WWII and the near future (at that time). The dates given for "near future" images are the actual dates of their drawing. There are paper drawings to confirm the authenticity ))))))

_________________
"I have thousand advisers who know how build a pyramid, but have not one who can tell me whether to build it or not." - John Kennedy.


Last edited by armyco on April 18th, 2021, 6:16 pm, edited 6 times in total.

Top
[Profile] [Quote]
armyco
Post subject: Re: Very old alternate stuffPosted: January 25th, 2021, 11:12 pm
Offline
User avatar
Posts: 74
Joined: October 28th, 2020, 4:54 pm
Location: Russia
[ img ]

Legend of the F-flugzeug
1. Instead of a preface
There is such a game - "semantic series": one player pronounces a series of logically related words, and the second must determine this relation and continue the series. Until 1935, for the continuation of the semantic series "Germany - fighter" only one word was suitable: "Heinkel". For this reason, the loss in the competition to Messerschmitt who jumped out of nowhere turned everything upside down in the "Danish kingdom".
The worst thing is that it was not the loud voice of scientific and technical rivalry, but the rustling of behind-the-scenes near-political fuss. And the ears of the noble Swabian knight Ernst Heinkel were not able to pick up this range fluctuations. And he took everything at face value. Or perhaps an overconfident habit prevented him from mistaking what happened for something else. Or maybe he just had no choice. One way or another, but Heinkel could not view his defeat from any other point of view, except purely technical.
And from this point of view, it turned out for him, therefore, that yes, this upstart Messerschmitt overtook him at this stage. But since Messerschmitt was the author of a number of crooke-flighted aero-catafalks, and he, Ernst Heinkel, was the king of fighters, then what happened could not be anything other than an annoying accident. It's just that Messerschmitt was a yellow-beaked enthusiast, and indiscriminately picked up these newfangled things. And he, Heinkel, overcaused a little, deciding that only proven solutions should be used in responsible combat vehicles. But since some Messerschmitt, having randomly applied the latest achievements of aviation technology, achieved such a significant result, one can only imagine what he, Heinkel, will achieve if he takes up the implementation of these achievements with his experience and a deeply systematic scientific approach.
Therefore, although throughout the entire competition Heinkel believed in his own victory, but the decision to eliminate his lag in using the latest achievements of aviation technology and never again lose sight of this moment was born to him even before the loss - as soon as he got acquainted with the features of the Messerschmitt aircraft. It was necessary to start all over again.
By this time, combat aviation was already developing on a wide front. The same fighters were now divided into types, each of which went its own way, and the innovations needed by one type were unacceptable for another type, and vice versa. Therefore, in order not to be like the Messerschmitt, the systemic scientific approach required first to choose the right direction.
Heinkel was one of the few "olders" remained in the business who knew that the creation of the fighter of the new Germany began not with cat and mouse games with disarmament inspections in the 26th year, but much earlier - in the 18th-20th - with the commissions studying the experience of the First World War. These works, carried out with truly German thoroughness and methodicality, then gave in particular the following conclusions:

For aviation in general
I. The effect of strike directly on enemy troops is incomparably higher than the effect of strike deep in enemy territory.
Herewith it should be borne in mind that
A. Acting directly on troops has an immediate effect.
B. The impact of aviation deep in the enemy's territory has a delayed effect, since even with its full success, the enemy army has a certain amount of previously attracted resources.
Consequently, even the complete success of aviation operations deep in the enemy's territory does not guarantee that in the time required for the delayed effect manifestation, the superior enemy army will not have time to achieve the immediate effect that results from a direct collision of troops. And the enemy army will undoubtedly be superior if a huge part of its resources not be redirected from the front to long-range aviation operations.
Conclusion: all military activity should serve exclusively to directly influence the enemy's army.
Corollary 1: long-range aviation is not needed, especially it is not needed in a war with a enemy which has large area, and it is needed the less the less resources a country has for a prolonged war with a more resource-rich enemy. Only one strategy can help such a country - the blitz actions of the ground forces.
Corollary 2: combat ground air force must belong to the army, because it will perform all tasks exclusively in its interests.
II. From the point of view of the general system of the army, aviation should be viewed only as operational purpose artillery.
There are a number of deeply interconnected reasons for this.
Conclusion: the main purpose of aviation is action against ground targets.
III. An army relying on aviation should be fundamentally and absolutely in all respects different from an army in which aviation is only auxiliary.
Conclusion: despite the fact that the main purpose of aviation is to act on ground targets, the main task of aviation is air superiority. But the paradox of the situation is not limited to this, because, in turn, the main way to achieve air superiority is destruction the enemy's air force ground infrastructure.
IV. The total production potential of combat aircraft is determined by the production volume of modern aircraft engines. Wherein there are options for using this potential. The usual scheme is possible, in which one part of the fleet will be single-engined fighters, and other part will be twin-engined bombers. Then, with the release of 3 thousand engines, you can get one thousand single-engined fighters and one thousand twin-engined bombers. Otherwise you can make all the planes single-engined fighter-bombers, which, accordingly, will be 3 thousand. The difference is that during offensive actions the usual scheme gives one thousand bombers, while clean fighters are superfluous a waste of funds. Likewise, in defensive operations, the usual scheme yields only 1,000 fighters and 1,000 unnecessary bombers. The scheme with fighter-bombers gives 3 thousand aircraft for any application.
Conclusion: the main combat aircraft should be a sterling fighter, nevertheless, capable of performing bombing functions.

In relation to the fighter
I. A fighter, like any other weapon, is a group weapon. His actions throughout the entire period of the task must be subject to the general tactics of the unit.
Conclusion: The fighter should not be designed for solo horizontal maneuverable combat in a "dogfight". The design of the fighter should be subordinated to the achievement of only those characteristics that are realizable when operating in the order of the unit.
II. The fighter's action formula is: "altitude - speed - strike – altitude".
Conclusion: the main characteristics of a fighter are altitude and climb rate.
III. The worst moment for a fighter is the moment when he is forced to leave the battle before the enemy.
Conclusion: the fuel capacity should be increased, as well as the ammunition load, with no more than the minimum required mass of a second salvo.

All subsequent development of the Luftwaffe largely proceeded from these conclusions. But at the beginning of the formation of the Luftwaffe, the meaning of some points was not yet fully revealed. And it seemed that these conclusions were more related to organizational and tactical issues. As for the conclusions of a technical nature, it must be borne in mind that the period of the organization of the Luftwaffe coincided with a huge leap in the development of the fighter, and the significantly improved characteristics at the beginning were quite satisfying to the military. And on the way were new engines, which promised, as it seemed then, the full compliance of the fighters with technical conclusions too.
No one at that time suspected that problems with these engines, as well as the rapid development of fighters of potential adversaries, would lead to the fact that the technical points of the mentioned studies would remain a pain for the Luftwaffe until the very end of their existence.

Personally, for Heinkel, a turn towards the highest achievements of aircraft construction and hopes for new engines resulted in the P.1035 project - the He 100 fighter. The history of this machine is well known, so we will omit it. Heinkel was able to make ends meet regarding the conclusions of twenty years ago only after "hundred", when creating his last propeller-driven fighter.

2. The Taming of the Shrew.
For the "king of fighters" the eve of war was to promise countless orders and all sorts of favors from the leadership of the defense industry. However, 1938 turned out to be not such for Ernst Heinkel. No, as a bomber manufacturer he had it all in full. But bombers were a journey-work for Heinkel - he drew them with his left foot without looking. He was king in the world of fighters. But in this capacity, fate in the person of the Nazi Air Ministry seemed to have decided to debit he off the accounts.
Despite the highest opinion that Germany in the approaching war would be able to make do with the already existing Bf 109, sane responsible persons understood that it would have to confront several types of fighters of potential adversaries, to which it would be impossible to flexibly respond with only one "hundred and ninth". After all may happen so that a different type of fighter will gain an advantage in an air war. By the fall of 1937, RLM had finally matured enough of this truth and pull down tactical and technical requirements for a new craft to its Technisches Amt.
Therefore, when Heinkel's initiative fighter, intended to become revenge for the previous loss to Messerschmitt, went out to the people, the ministry was tolerant of him. However, although this time the fighter really surpassed everything and everyone, there was no hurry to determine its status. In this, one could see Messerschmitt's strong, offside position. But Heinkel himself was partly to blame, for inflexible carrying out his original technical solutions, which he elevated to the rank of principles.
One way or another, the ministry's aspirations seemed to gravitate deliberately towards characteristics exactly the opposite of those that Heinkel sought in his He 100. He wanted to get (and of course give to Reich) a fighter with the most outstanding flight performance even at the cost of some design risk, and herewith Daimler-Benz only was suitable him for this. The ministry, on the other hand, sought to get hold of a "middling" that used any engine, if this engine was not Daimler-Benz. And in June, RLM gave a contract for 4 pre-production models not to him, but to Focke-Wulf, which offered craft with a BMW 132 engine. And all this despite the tremendous work done by Heinkel, despite the superior performance, despite the fact that he already had these models.
Heinkel suddenly realized that the situation around the "king" leads to the fact that this fighter could be the last in his career. Therefore, no concession will be too great for victory now. Since the evaporative cooling system causes displeasure, have to sacrifice it. If a Daimler-Benz waiver is required, have to sacrifice it too. To sacrifice temporarily. If this sacrifice leads to the fighter adoption into service, then will be possible to present their claims from completely other positions.
Total was required:
a) the installation of a Jumo engine - radial engines on a fighter Heinkel did not allow in principle;
b) a conventional liquid cooling system.
In addition, was necessary to further improve the reliability, strength and manufacturability, which are so necessary for the "aircraft-soldier".
It would seem that all the requirements for a new fighter led to the birth of an "middling" like Focke-Wulf. However, Heinkel would not have been himself if he had not tried to squeeze out the flight characteristics, albeit not record ones, but at least the maximum achievable under these conditions, solving all the problems with the elegance typical of his design bureau.
When the vexed Heinkel asked to think about how to more efficiently place a liquid radiator in order to disfigure the excellent aerodynamics of the "hundred" as little as possible, Siegfried Günter asked: why do move the radiators at all? Heinkel was puzzled by this question - naturally, a compact liquid radiator cannot be placed in the same way as extensive steam-condensers. He believed that the best place for him was the leading edge of the wing with the air intake arranged in it. But Siegfried objected that this would have a bad effect on the carrying properties of the wing. Maybe you shouldn't change anything? - How is this possible? Drive liquid within all the skin? Do that same much criticized areal radiator again? - What for? Not necessarily all over. Not necessarily a large area. To reduce the area of the skin used for the radiator, it is necessary to increase the area of the skin used for the radiator. That is, you need to use a small part of the aircraft surface, but increase the contact with the blowing stream - cover the surface with ribs, as is done with the FIAT CR.30 / 32 oil tank. Or, more accurately, make a frontal radiator, like the Ju 88 motor-units, but place the fins openly along the stream instead of the bonnet panels.
Heinkel liked the idea of a motor-unit of his own design, the production of which could be taken over, allowing motor builders to focus exclusively on their scarce products, which they already had enough problems with (and at the same time, securing a share in any aircraft that would use such unit).
By the way, in the absence of the appropriate production at Heinkel, there was an opportunity to give to earn for his friend - Helmut Hirth and his company, to which was planning give down the production of some parts of the unit.
Despite the heavy engine, the mass of the fighter had to remain at the same level, for which the prototype was disarmed. However, due to the different location of the cooling system, the center of mass was shifted forward. Compensation for this shift was solved no less elegantly. Usually, in this case, the tail was lengthened, which led to an additional increase in mass. To avoid this, it was decided to regulate the position not of the center of mass, but, on the contrary, of the center of the lifting area: to transfer it to the nose. But then again, this would usually mean rearranging the entire wing, i.e. redesigning. To do without redesign, they decided to achieve the desired offset easier: by giving the wing a certain negative sweep. Its design practically did not change, with the exception of fairings for coupling with the fuselage and details of the landing gear. And, of course, steam condensers were replaced with simple skin. Oil radiators occupied the lower sector of the lamellar bouquet.
The He 100 redesign for Jumo was started almost simultaneously with the start of work on the Focke-Wulf prototypes. However, unlike Focke-Wulf, which was building the craft from scratch, and in addition under an unconvinced engine, Heinkel's task was only to change the wing installation, alter the cooling system and install the motor, with which the company was familiar, since it was wide used on their He 111. Therefore, the V4, modified in the V11, flew already on September 22, 1938, while the first prototype of Focke-Wulf - only on June 1, 1939.
Replacing the engine practically did not change the characteristics of the aircraft. According to the company, in test flights, he developed a speed of up to 650 km/h at an altitude of 5000 m and climbed to an altitude of 10,000 m. But further events went so that it did not come to flying for the measuring of the extreme characteristics.
Despite Heinkel's concessions and endless laudatory statements from officials of all stripes, the ministry still showed no practical interest to an unquestionably outstanding craft. In an attempt to comprehend such an absurd situation from his point of view, Udet's friendly hints about the attitude to the "hundred" in the ministry overlapped for Heinkel of the same post-war researching conclusions. And that's then everything came together for him. He realized that the main reason for ignoring the "hundred" was its positioning as a highly specialized interceptor, in which everything was sacrificed for speed. That is, as that very pure fighter, which is needed only for defense. But Germany was precisely the very country capable of winning only with blitz actions of ground forces, that is, with exclusively offensive actions. So there was no place in the German weapons system for his favorite super-high-speed aircraft. The only thing that was left for "hundred" - to shine with record for the company's reputation.
Of course, at this time the work had already begun on jet engines, in which Heinkel saw the future of aviation. But a future is a future. Heinkel found it difficult to come to terms with the realization that in the near future his lot would not be a handsome Thoroughbreds, but mules-bombers. But there was one person at the firm who saw no reason at all for a such resignation.

_________________
"I have thousand advisers who know how build a pyramid, but have not one who can tell me whether to build it or not." - John Kennedy.


Last edited by armyco on June 25th, 2021, 9:05 am, edited 12 times in total.

Top
[Profile] [Quote]
armyco
Post subject: Re: Very old alternate stuffPosted: January 29th, 2021, 12:05 am
Offline
User avatar
Posts: 74
Joined: October 28th, 2020, 4:54 pm
Location: Russia
3. 2nd 2nd
After the epic with the He 100, Heinkel completely stopped work on a mass single-seat piston fighter. However, the property of the human mind is such that, finding the pleasure in thinking about a certain subject, it is useless to forbid this for oneself later. And Siegfried Günter had no intention of forbidding himself anything. The fact that the company actually turned back on the fighters did not mean that he too should get them out of head. Especially since unlike other members of the design team, he did not notice any dead end in the work on the "hundred". Well, let's say the "hundred" did not meet today's requirements. But, according to Siegfried, there was no such construction, which could not be given the necessary properties by means of directed changes, larger or lesser. And the fact that He 100, conceived already during the competition with Messerschmitt, when the fighters of the monoplane era were just only looking for their face, did not quite correspond already to their quickly determined appearance, he understood for a long time. And here also information began to come from overseas about a completely new turbochargered generation of fighters Curtiss, Bell, Lockheed and Seversky, which supposedly reached the ceiling, previously subject exclusively to special high-altitude aircraft, and had the maximum available for "hundred" speed already as a cruising, moreover, at higher altitudes. And, most importantly, some of them were quite heavy crafts that achieved high flight performance without prejudice to other combat properties.
And most importantly, Siegfried clearly understood the requirements put forward to the fighter by modern tactics of its use, and knew perfectly well how to meet these requirements with advanced design and technology. For a long time, he had in his head a set of information that summed up the appearance of the most perfect fighter at the moment. And when the information became too detailed and extensive for memory to manage, he began to write and sketch. But in real work, Siegfried could not to squeeze his ideas between the authoritative decisions of his older brother Walter, Heinrich Hertel and Heinkel himself. Siegfried was especially embarrassed after the failures with the elliptical wing that he once advocated. And only when the situation sometimes reached an impasse, he allowed himself to push colleagues to ideas, and even then so unobtrusively that it was difficult to convict him of authorship. This was the case with the radiator and forward sweep for the V11. And now, observing the deplorable situation in the company with his favorite fighters, in view of the fact that the senior colleagues' own attention to them has diminished, and also since he alone was now responsible for the Günter's mark, Siegfried cheered up, and on a joyful May day, especially conducive to a sincere conversation with the chief, laid out everything to Heinkel from the soul.
According to Siegfried, from the cardinal things only two simple changes needed to be done.
First, it was necessary to give the fighter the ability to carry a tangible combat load. Usually this meant an increase in the wing area, and as a result - an increase in drag, an increase in length, an increase in mass, an increase in strength, etc. etc. A large wing was also needed for altitude. Günter proposed to do without a significant share of all this, having received additional lifting force due to the carrying stabilizer.
Secondly, it was possible to achieve parity with the Americans only by similar installing a turbocharger. And here it was generally accepted to place boosting devices in the fuselage behind the engine, that required an air intake which protruded out of fuselage profile and gives additional resistance. Leaving the air intake like that of the "hundred" supercharger - in the leading edge of the wing - was also not optimal. Günter placed a turbocharger with a large frontal air intake in front of the engine in his "mental" fighter.
Typically the contours of the aircraft were drawn around some existing engine. One of Günter's main ideas was that in his design, on the contrary, the engine had to coincide with the contours of the aircraft so much that the crankcase cover turned out to be the outer surface of the aircraft. This led to a very small frontal area of the engine compartment.
Siegfried set out his plans so clearly, as if he were simply describing the finished aircraft already standing in front of them. With each question and each of his answers, it became more and more clear - this is exactly what the future fighter should be. Heinkel looked at the sketch and was amazed - for the first time he saw a drawing in which, it seemed, there was not a single constructive, in which every smallest detail, every line was of fundamental importance.
And Heinkel decided that they still had time. Immediately resurrected the sweet anticipation of the birth of a new craft, disputes to the hoarseness of the night without a break with Heinrich and Siegfried (miserably Walter is no longer with them) among the heap of daggled sketches. Anticipation, for which he could exchange everything that he achieved over the years - wealth, fame, position. In such a mood, Heinkel immediately rushed off with the sketch to Hertel. But he did not share the enthusiasm of the chief. Looking sideways in bewilderment at the drawing, he asked where Heinkel had gotten such nonsense, and then expressed doubt that such a cuttlefish would even be able to take off.
And it was necessary to act quickly so as not to lag behind Focke-Wulf and Messerschmitt. The next day, Siegfried Günter became the technical director of Heinkel AG. It was carte blanche for the embodiment of all his ideas, even the craziest ones.
So, the airframe for the new fighter in the project was almost ready. But there were two troubles regarding the key point of the whole case - the engine unit. One was that the required turbocharger was simply not available in Germany. The second trouble was that even the last of the Jumo 211, having neither power nor altitude reserve, could not realize the capabilities of such a turbocharger, even if it existed.
It was Heinkel's turn to have soul conversations. First, he called to him Dr. Seewalde, who was in charge of turbocharger work at the German Institute for Aeronautical Research. Just called, because the doctor's group collaborated with Hirth Motoren GmbH in the development of turbochargers. And after the death of Helmut Hirth on July 1, 1938, this firm actually passed into the hands of his friend, Ernst Heinkel. Who now became the owner of not just the company, but the Heinkel-Hirth AG concern. By the way, Heinkel, who read this name not otherwise as "Heinkel minus Hirth", was disgusted by it. He himself ordered to write Heinkel+Hirth in all documents. Thus, with the light hand of Heinkel, the H+H brand was born.
Heinkel promised the doctor all kinds of support and funding for his group in the DVL, and accepted the himself doctor on the staff, making him the head of turbochargers division at the Hirth company. Instead, the doctor should have to postpone experiments and focus on creating a specific model, at that it was to be created in the closest cooperation with the JuMO firm. In his "speech in response," the doctor complained about problems with the turbine, which must be both heat-resistant and durable. Heinkel said that next to the doctor there would be work a division that creates a turbine for much more severe strains and temperatures, and that he can use all the data of the work of this group, provided confidentiality is maintained, of course.
Then Heinkel met with Walter Kambeitz, the technical director of JuMO, with the intention of playing on a sense of pride, or on the competition with Daimler-Benz, or on all whatever comes to mind, but by hook or by crook to persuade him to closely cooperation of the work on the new engine Jumo 213 being created at this time. According to Heinkel's proposal, instead of its superchargers, JuMO was to use the Hirth-DVL booster system, which would free up forces to accelerate the development and release of the engine itself, and would also result in an engine more perfect than JuMO could get when using a driven supercharger. Heinkel begged to stop working on other piston engines for the sake of finishing Jumo 213 as soon as possible, convincing that tormenting himself with the rest was pointless, since they would soon be replaced by jet engines anyway. He even offered assistance with work on a jet engine.
The reaction of the Junkers Flügzeug und Motorenwerke AG management has boiled down to deign the experiment with a turbocharger. The possibility of cooperation was made dependent on the results of this experience.
Further events developed as follows. Hirth requested the turbocharger requirements and interface designs, and sent JuMO the expected performance. The declared pressure was 1.67 atm up to an altitude of 7500 m and 1 atm up to 9250 m.
The response was that the claimed performance seemed too optimistic, that it was impossible to base work on a real engine on dubious assumptions, and that a working prototype of a turbocharger was required to evaluate performance. Apparently, the Junkers management feared that engine incompleteness could cause failure, which would negatively affect the company's reputation. And it seems that they did not want to oblige itself with promises of a soon completion. Regarding the request, it was said that it is not yet possible to determine exactly what characteristics are required from the turbocharger, and the shape of the seats will depend on the design of the turbocharger. In general, to build a prototype of turbocharger, you first have to build a prototype of turbocharger...
Then Hirth requested an example of the engine to independently determination the required characteristics. From JuMO answered that there are few engines, that they all are in work, and each on account.
But Koppenberg did not take into account that he was dealing not with someone, but with Heinkel, seasoned in behind-the-scenes battles. The latter, after reading the last answer, sighed about the unlucky subcontractor and immediately, without getting up from his working chair, scribbled a petition in RLM stating that instead of producing light engines, the needs for which, in his opinion, were more than covered by the capabilities of, say, the same Argus, he wants to occupy the capacity of Hirth with releasing of "real" engines for the Luftwaffe. Moreover, the release of the JuMO engines, since only they, say, are desperately needed for his bombers. And with the release exactly of Jumo 213, since only with a new engine can its bombers make the Reich indestructible. And that Jumo 213 is not completed, so Hirth's experts will help - you look, and fine-tuning will go faster. As a result of this "initiative" over the summer, Hirth received not only a example of the engine, but all the documentation for the Jumo 213, as well as access to all further work on the engine.
And by the new year 1940, JuMO was "blessed" with a gift - Hirth returned the example. But this was already a slightly different "two-thirteenth".
Hirth did not only do her part of the work, but also fulfill what JuMO was supposed to do. And even overfulfill.
From the original engine only the cylinder block remained. The units, in fact, also generally remained the same. But Hirth made a new reduction gear housing, placing the units on it. All units were already driven by a reduction gear. Now the engine could be attached to the firewall directly by the rear end of the cylinder block. Thanks to this simple change, without taking into account the turbo/supercharger, it became 8% lighter and 15% shorter. It is also important that the heaviest cylinder block was now the rearmost part, as close as possible to the attachment points, and the attachment consoles themselves became shorter. This has a beneficial effect on vibration conditions.
The exhaust gases were fed forward, where they drive turbine. That rotated the two-stage axial compressor located in front. Further, the air through the intercooler on the lower surface of the motor unit would have to flow to the engine supercharger, which was also located on the main shaft, from which it was driven by planetary gear. However, a miscalculation showed that two low-speed compressor stages, in comparison with 20 thousand rpm of the turbocharger, will not only thresh the air, but even slow down the flow. Therefore, in the engines that went into series, it was necessary to abandon the mechanical drive of the supercharger, and put it on the compressor shaft, which, as a result, received two additional centrifugal stages. Now air entered the intercooler after passing through the centrifugal stages.
Thus, as was proposed, only the improvement of the engine itself, the cylinder block, remained to JuMO's share - mainly in terms of strength.
A takeoff power class of about 2000 hp at 3600 rpm and max altitude class of about 12,500 m was expected.
The engine unit turned out to be quite long and heavy, which further shifted the center of mass forward. In addition, the carrying stabilizer required a more rear centering. Therefore, although the wing was shifted forward and redesigned, straightening the break, again had to resort to the already tried solution - negative sweep.
For the wing and stabilizer, a profile with an even more rearward burble point than that of the He 100 was used. The almost symmetrical profile had insufficient carrying properties at low flight speeds and during takeoff, especially with increased load. Therefore, the engine was installed with a nose tilt downward by 4.5°. When the lift dropped at low speed, the plane was oriented along the thrust line, the wing lowered relative to the point of thrust application, and received a certain attack angle - the lift was retained. With an increase in speed, the lift increased, the wing rose relative to the point of thrust application, and the attack angle decreased to almost 0° at maximum speed - the minimum resistance was achieved. But even then, the slanted propeller was blowing a slightly upward flow on the wing, which created the effect of a positive attack angle. The total carrying surface area was 16.7 sq. m of wing plus 3.3 sq. m of stabilizer.
If everything was clear with the carrying surfaces, then with the fuselage there was some hitch. At first it was based on the "hundred" construction. But Günter, instead of sheathed frames, wanted to use the ultra-modern assembly technology from large-volume spatial elements in the new aircraft. And the shape of the tail section of the "hundred" did not really fit into the frame of this technology. In addition, it was necessary to ensure mating with the stabilizer located unusually low in order to withdraw it from the aerodynamic shadow over the entire range of attack angles. In search of a suitable shape, the models of several variants were blown, which did not satisfy Siegfried. Fortunately, Robert Lussier returned from Messerschmitt at that moment. He told Günter about the shape of the fuselage of the P.1065 project developed under his supervision, and an acceptable solution was born instantly.
The engine mounting brackets have become not only load-bearing elements and at the same time external surfaces - in addition, they have become tanks: one for oil, the other for coolant.
In general, large-sized stamped panels were widely used, which served as power and external ones. Two armored partitions were also power ones. The flanges of the partitions, which were also external surfaces, covered the ammunition and the pilot from the sides. The upper part of the rear bulkhead was supposed to protect the pilot when nose-over. These partitions, together with the side and bottom panels, formed a rigid sealed cockpit box, to which the engine mount consoles were attached in front, and these all made up the front part of the airframe. The cockpit was mounted on the front and rear longerons, connected to the tail section.
The landing gear was now attached directly to the front longeron. The tailwheel was non-retractable, controllable, part of the rudder design.
A wide-chord four-bladed screw was used. The tanks have been increased.
But that was not all. The gun of the future fighter was supposed to hit aircraft of similar mass and dimensions at a distance of 250 m - it was assumed that heavy twin-engine fighters with more powerful guns would fight with heavy bombers. Therefore, the barrel armament of the new fighter was made extremely small in number - just from one cannon. But what one!
MG FF, with which they suffered when installing on previous fighters, did not like for Gunter at all. He was impressed by its lightness and simplicity. He didn’t like the low-capacity uncomposable magazine and the insufficient rate of fire. Günter dreamed of cannon driven by an engine, which, according to his calculations, should have solved the issue of fire rate.
The arms group was actually only responsible for the installation of arms from other companies in the developed airplanes. However, the leader of the group, the talented designer Heinrich Straume, who came from Mauserwerke (What, however, Heinkel's talent for collecting equally talented subordinates! Almost the only talent needed by the boss.), had the idea of a gun, the barrel of which would be driven through a crank. Gunther suggested that he try to implement this idea.
Straume took the cartridge and the shape of the MG FF bore. The high rate of fire determined the high load on the barrel, as well as the high consumption of projectiles and the large required ammunition amount. Therefore, it conditioned the installation of a gun on a fighter only in the singular and the possibility of fire only in short bursts. But Günter and Straume considered all this not a disadvantage, but an advantage. The calculation was made on the fact that at the assumed huge speeds and angular displacements of aircraft relative to each other, the time to hold the target in the crosshair of the sight will be extremely short, and this will make a long burst unnecessary. But a high rate of fire will be critical, since it will provide a smaller gap between the projectiles of the burst, and, therefore, less deviation of subsequent projectiles in the burst due to aiming line displacement.
The thick barrel had longitudinal cooling ribs. The breechblock slid along the guide rails and this slides pair was designed as a linear roller bearing to reduce the strain. The feeding was tape. The links were connected by a cartridge, and the middle ring had a backlash, which allowed free bending of the tape, including in the plane. There was no bolt box. Fire control was carried out by a softened cam clutch in the drive. Ammunition had excellent access for reloading through the niches of the chassis. Feeding was carried out from two cartridge boxes of 500 rounds. If an overload on the external load was planned, only one box could be taken. Each fighter had to have two sets of ammunition boxes - while one was on the plane, the other had to be reloaded. Such an accelerated procedure was envisaged, since it was assumed that two pilots could be assigned to each aircraft.
The canopy was compact, but with good visibility. The rabbet of the cockpit canopy was sealed with a rubber gasket. To prevent the gasket from peeling off, the canopy did not slide, but swing back and up. In the event of an emergency escape, when removing from the locks, it was pushed in by a spring system and was thrown off by the oncoming stream.
The new craft in the firm documents was designated as "export fighter He 113F-0". But now the name He 113 was being used not to mislead the "world community", but to lull the RLM's vigilance and this time to really get rid of unnecessary attention and leadership interventions. The Ministry, having staged a farce with He 113, itself gave Heinkel this opportunity. Everything looked as if they were talking about a minor modification with the aim of selling abroad the aircraft not adopted for service. Therefore, the project, naturally, did not receive the "P" designation. The F mark was taken by analogy with the development of the Bf 109F, which was launched at that time, which, as it was known, was also supposed to become a cardinal modification of the "thin". And since, according to Heinkel, a cardinal modification was supposed to mean a dramatic improvement in performance, these two crafts seemed to him to be future competitors, so to speak, in the F generation. The V11 was considered the E model.
The craft first flew in January 1940, despite the fact that the engine had not yet been finished, and produced only 1500 hp. But Heikel needed this engine so much that he was ready to provide even precious first examples of a fighter for testing it. After all, the aircraft technology allowed it to be manufactured into the thousands. But the engine - the future of the aircraft depended on it. In fact, aircraft actually was this engine itself.
After the first successful tests, Heinkel did indeed send invitations to foreign missions to demonstrate the "new modification of the fighter". RLM was not notified of the show. But rumors about the craft had already spread, and the ministry sent representatives there - just for the sake of order.
The demonstration program did not contain any carcolom tricks, except for the appearance in front of the audience with a half-ton bomb mock-up, and a flight at a speed unprecedented for a serial aircraft after dropping this mock-up. The machine made a splash itself.
Heinkel responded to offers to immediately discuss the terms of the purchase, smiling that it was better to make deals in a calm atmosphere, when emotions and the roar of engines not interfere with this. In fact, he was expecting a completely different offer, for the sake of which he arranged this show, for the sake of which he went through all the circles - first with 112th, then with 100th, now with this one. And this proposal was finally followed.
Initially, it was ordered to submit the He 113 to the competition of "additional fighters" with the FW 190. But as got acquainted with Heinkel's brainchild, it became clear that no competition would work - the "weight categories" were too unequal. In fact, these were aircraft of different generations - Focke-Wulf, which had just reached a speed of 600 km/h and an altitude of 7.5 km, against Heinkel, who had overcome the "threshold of 720" and the bar of 12.5 km.
Moreover, the question arose about the expediency of further production even the main fighter - Bf 109. Even the last, F model, looked like an alien from the past in comparison with the He 113.
It would seem that there is nothing more to be desired. But the H+H specialists had new surprises in store.

4. Exzellenz among piston.
After the success of He 113F, RLM's preferences changed dramatically: now all the plans of the ministry and the Luftwaffe were guided by the level set by the activities of H+H.
Meanwhile, the success of the He 113F did not become a reason for Heinkel's team to rest on their laurels. In the process of creating the machine and engine, a number of proposals were made that were late for timely implementation. And now the specialists of H+H have taken up the modification of G, which must take them into account. RLM legalized these works with the stamp P.1076.
The power plant has undergone the greatest modification. During its creation, the consideration of interaction of the turbocharger with the drive supercharger showed that the mechanical connection allows the excess of the turbine power to be transferred to the main shaft. For this was decided to return the planetary gear, but now to the turbine shaft.
Another improvement was the increase of internal tanks.
The long blades of standard propellers were not designed for the high speeds the new motor was running at. Shorter high speed blades were created. On the latest modifications of the F model, there were five blades. And G model received coaxial propellers of opposite rotation with six even shorter blades each.
During the service of the gun, it became clear that the idea of short bursts at a high rate of fire was justified, and that such a mode of fire gives the usual ammunition consumption. To further dispersion reduce was decided to arm the new model with a two-barrel MG 155/2.
And that was not all that the H+H designers were able to squeeze out of the single-engine midsection.

G-1 data:

Dimensions: 9.6 m × 11 m
Carrying area: 16.7 sq. m + 3.3 sq. m
Weight:
empty: 3200 kg
takeoff:
nom: 4300 kg
max: 6000 kg
Specific load:
max: 336 kg/sq. m
nom: 240 kg/sq. m
Power: 2750 hp, with MW - 3000 hp
Max speed: over 800 km/h at 11 km
Climb rate: 25 m/s at 9 km
Ceiling: 14500 m
Internal fuel: 880 kg (1050 l) + 360 kg (400 l)
Aux tanks: 2 ×250 kg (2 ×300 l) + 960 kg (1200 l)
Max flight radius: over 2000 km
Max ferry range: over 4000 km
Barreled armament: MG 155/2 ×500-1000 cart
External load: up to 3 units (2 ×500 kg + 1000 kg or 1 ×2000 kg)

_________________
"I have thousand advisers who know how build a pyramid, but have not one who can tell me whether to build it or not." - John Kennedy.


Last edited by armyco on July 6th, 2021, 7:43 am, edited 3 times in total.

Top
[Profile] [Quote]
armyco
Post subject: Re: Very old alternate stuffPosted: February 4th, 2021, 12:31 am
Offline
User avatar
Posts: 74
Joined: October 28th, 2020, 4:54 pm
Location: Russia
The NAP/NVO theme (Neposredstvennaya Aviacionnaya Podderzhka / Nositel' Visokotochnogo Oruzhiya - Close Air Support / High-precise Weapon Carrier) was developed by the Ilyushin name Design Bureau under ANA II (Aircraft Near Assistance II stage) program. In the course of the work a concept of increased resistance to combat damage, developed by the Neman name Student Design Bureau, Kharkov Aviation Institute, was proposed. The serial attack aircraft received an airframe redesigned according to this concept by students with the support of Prof. Dolberg.
[ img ]

_________________
"I have thousand advisers who know how build a pyramid, but have not one who can tell me whether to build it or not." - John Kennedy.


Last edited by armyco on March 24th, 2021, 10:01 am, edited 1 time in total.

Top
[Profile] [Quote]
pMASTER
Post subject: Re: Very old alternate stuffPosted: February 7th, 2021, 6:35 pm
Offline
Posts: 129
Joined: September 4th, 2011, 2:02 pm
This is nice! But in what way is it "old"? What do you mean by "80s or 90s"?


Top
[Profile] [Quote]
armyco
Post subject: Re: Very old alternate stuffPosted: February 7th, 2021, 7:13 pm
Offline
User avatar
Posts: 74
Joined: October 28th, 2020, 4:54 pm
Location: Russia
You're right. Apparently a more precise explanation should be made in the topic. I'll do it now.

_________________
"I have thousand advisers who know how build a pyramid, but have not one who can tell me whether to build it or not." - John Kennedy.


Top
[Profile] [Quote]
armyco
Post subject: Re: Very old alternate stuffPosted: February 7th, 2021, 7:27 pm
Offline
User avatar
Posts: 74
Joined: October 28th, 2020, 4:54 pm
Location: Russia
5-gen. heavy interceptor / air superiority fighter-bomber
With the arrival of Brezhnev, the order "to do as they has" became the basis of the concept of Soviet aviation designing. But, to the credit of Soviet aircraft designers, they approached this quite creatively, thanks to which their products differed significantly from their vis-a-vis. The Americans themselves provided invaluable assistance for them. Judge for yourself.
When Fairchild/Republic, North American/Rockwell and McDonnell/Douglas offered their variants of the fighter under the FX program, Soviet designers, in accordance with the command "do as they has", began to make the Su-27 to compete with the apparently technically better North American variant (integral airframe as minimum). Imagine the amazement when, for reasons far from matters of combat effectiveness, the Americans adopted other plane.
The situation was exactly repeated when the USSR began to create a perspective front-line fighter. The technically leading example of the American LFX program - Northrop F-17 (at least, a reliability due to engine duplication) was seen as opponent. MiG-29 was created in response to him exactly. However, again, to the delight of the Soviet Air Force, the Americans, for completely abstract reasons, took F-16.
And for the third time, the Soviet military applauded the Americans as a result of the competition for the ATF program, when instead of the technically more advanced F-23, they chose the F-22 for caution. As the Soviets again oriented their response to the rival's undoubtedly best aircraft.
Despite a certain similarity with the F-23, the Mikoyan Design Bureau fighter, as usual, had significant differences from the American.
Immediately striking is the smaller wing area and the larger stabilizer area. The stabilizer of the Soviet craft also carries a load, that is, in fact, it has a tandem aerodynamic layout.
Less frontal area - engines and air intakes are located close to the fuselage. Air ducts are straighter to minimize losses. In general, it must be said that the I35 marks a return to the concept of the MiG-25, to speed as an essential characteristic of a heavy fighter.
Another notable difference is the rejection of internal weapon placement for the multipurpose fighter-bomber. This placement imposes certain restrictions on armament, and also significantly complicates the design of the airframe. Also, the method of launching missiles becomes difficult, and the aerodynamics of the aircraft with open doors is in doubt. Therefore, Soviet designers preferred a conformal suspension of tanks and weapons. To meet the requirements for the radar signature reduction, missiles and tanks are mounted on the top surface of the fighter.
The airframe design, like all last Soviet combat aircraft, follows the concept of increased resistance to combat damage.
The engines are slightly facing inward by its fronts so that their axes run closer to the aerodynamic focus. This improves the ability to fly with one worked engine.
[ img ]

_________________
"I have thousand advisers who know how build a pyramid, but have not one who can tell me whether to build it or not." - John Kennedy.


Last edited by armyco on March 2nd, 2021, 11:37 pm, edited 1 time in total.

Top
[Profile] [Quote]
armyco
Post subject: Re: Very old alternate stuffPosted: March 2nd, 2021, 11:36 pm
Offline
User avatar
Posts: 74
Joined: October 28th, 2020, 4:54 pm
Location: Russia
5-gen. light / air combat fighter-attack plane
I45 is the "swan song" of Soviet combat aviation. It incorporated all the highest achievements of aviation technology, but became the last Soviet manned combat aircraft before the final transition to a fully rocket army.
Although the last fighter of the Sukhoi Design Bureau can be considered a response to the JSF by the time of its appearance, it nevertheless was a return to the pre-Brezhnev state of Soviet developments, not being a constructive analogue of the F-35. Work on defining the image of the front-line point-based fighter began in 1985. In 1991, the AHJ program to research a supersonic fighter with vertical takeoff at full load was launched, and in 1994 it was continued by the ACT XXI program to create a prototype for the production series. The competition won the Yakovlev name Design Bureau. However, in the course of development the vertical takeoff was abandoned.
First, vertical takeoff was needed to simplify the preparation of front-line airfields. But soil erosion during vertical takeoff, on the contrary, required more complex site preparation than a small runway for a typical short takeoff.
And secondly, while struggling with vertical takeoff problems were lasted, the full development of the SOPOT/TaRUSa combat complex was decided, which meant the final abandonment of manned combat aircraft and the transition to a rocket army. So the high cost of vertical takeoff was deemed unnecessary.
The prototypes under development needed to be quickly redesigned for conventional engines for a small series in order to cover the needs of the army during the transition period. In this regard, the prototype of the Sukhoi Design Bureau was more successful.
The aircraft contains many elements never seen before in combat aviation: backward sweep, no keel, six reflection peaks only, metallic composites, volumetric-woven filler, woven communications, four fixed multipurpose phased array antenna fields of spherical view, control through the Personal Information System, and others.
Unlike the Mikoyan's Design Bureau heavy fighter-bomber, which relies on speed, the light fighter combines the function of an attack aircraft and is the highest embodiment of super-maneuverability, having exclusively jet control (thrust vectoring). Wherein its controlled nozzles are optimized for deflection angle, with an individual deflection upward only, which greatly simplified the design without loss of maneuverability. The single front air inlet has a two-position flap allowing normal air intake at high attack angles.
[ img ]

_________________
"I have thousand advisers who know how build a pyramid, but have not one who can tell me whether to build it or not." - John Kennedy.


Top
[Profile] [Quote]
armyco
Post subject: Re: Very old alternate stuffPosted: April 14th, 2021, 11:09 am
Offline
User avatar
Posts: 74
Joined: October 28th, 2020, 4:54 pm
Location: Russia
Strike Copter's Genesis
[ img ]

_________________
"I have thousand advisers who know how build a pyramid, but have not one who can tell me whether to build it or not." - John Kennedy.


Last edited by armyco on May 28th, 2021, 2:32 pm, edited 1 time in total.

Top
[Profile] [Quote]
armyco
Post subject: Re: Very old alternate stuffPosted: April 29th, 2021, 8:44 am
Offline
User avatar
Posts: 74
Joined: October 28th, 2020, 4:54 pm
Location: Russia
Last Douhet Doctrine Bomber
After the beginning of War, combat aviation had developed significantly. The fighters received loads and ranges that before the war were subject only to bombers, and the capabilities of the former heavy B-17s became available to medium bombers. And if for the Pacific Theater, aircraft with a longer range were required and developed, then for raids on the Reich from the territory of Britain, new improved medium bombers have been enough.
For these reasons, US Air Force Command, in order to rectify the accident situation of the B-26 up to the redesigned Martin B-27, as a safety net also ordered a new medium bomber to proven supplier, North American.
Coming to work on Model 63, John Atwood saw the task as rather trivial: all he had to do was calculate a typical design using a standard procedure. However, in order for the aircraft to find a place in the ranks, it was necessary to invest in it some properties useful to the Army and which would be highly appreciated by the military. Atwood reasoned as follows.
For strategic tasks, the formations of heavy bombers will continue to be used, which, due to the slow speed and compactness of the formation, will still be conveniently protected primarily by fighters, and from their own means they will rely on defensive weapons. Light bombers will, as before, operate scattered against small close targets, and direct cover for their small groups will require an exorbitant number of fighters. Therefore, the main defense of light bombers will be the overall Allies superiority in the air, and their own means of defense will be high speed - a trend that became popular after the use of the British Mosquito tactic.
The role of medium bombers will be due to the fact that at the time of landing on the Continent and the initial stage of hostilities, the Allies will not yet have airfields on the Continent, therefore tactical and operational tasks will have to be performed by aircraft operating from the Island.
As a result, the new bomber had to occupy an intermediate position between light and heavy, not only in terms of range and combat load, but also in terms of protection. Like a light bomber, it could not count on direct fighters' cover, but had to rely on speed as much as possible. But, being a relatively heavy aircraft, it could not reach speeds comparable to those of the Mosquito, and therefore, like a heavy bomber, needed defensive weapons. In this sense, in the sense of a heavy aircraft capable of operating without fighters' cover, it ideally matched the Douhet's bomber if this doctrine were to be applied.
Thus, the designers of North American attended to two tasks. First of all, their goal was high speed, and in this they relied on new high-power motors. And the real headache was the choice of the composition and location of defensive weapons, which would ensure their high efficiency without deteriorating speed qualities. A number of variants were considered. The best of them turned out to be the placement of one mount at the extreme nose and tail points of the fuselage, since this was the only way to keep the aircraft streamlining. But usually limiting to only two gun mounts meant too little volley mass, as well as limited sectors of fire. To overcome these shortcomings, mounts had to carry very powerful weapons - four 20mm barrels each. And the mount itself was designed so that the gun unit had a sector of fire of ±135° in the transverse plane, and, in addition, the entire mount could turn at 90° around the longitudinal axis of the aircraft. So even while ground targets attacking (and such possibility was assumed during the design), the tail mount could fire forward and down at an angle of 45°. Thus, the dead zone of the mount was only a 90° cone towards the fuselage, and two such mounts would provide a spherical defense of the aircraft.
[ img ]

_________________
"I have thousand advisers who know how build a pyramid, but have not one who can tell me whether to build it or not." - John Kennedy.


Last edited by armyco on April 29th, 2021, 7:00 pm, edited 11 times in total.

Top
[Profile] [Quote]
Display: Sort by: Direction:
[Post Reply]  Page 1 of 2  [ 18 posts ]  Return to “Non-Shipbucket Drawings” | Go to page 1 2 »

Jump to: 

Who is online

Users browsing this forum: No registered users and 15 guests


The team | Delete all board cookies | All times are UTC


cron
Powered by phpBB® Forum Software © phpBB Limited
[ GZIP: Off ]